Pratt & Whitney PW1000G
The Pratt & Whitney PW1000G PurePower is a geared turbofan engine from the US engine manufacturer Pratt & Whitney .
In contrast to a conventional turbo engine , the PW1000G is equipped with a reduction gear (3: 1 planetary gear ) between the low-pressure turbine and fan . By decoupling the two modules, the enlarged fan can run slower and the low-pressure turbine run faster than before. In this way, both modules achieve their respective optimum performance. This significantly reduces consumption and noise levels.
designation
The engine comes as PW1217G for the Mitsubishi Regional Jet , as PW1524G for the Airbus A220 in the thrust range of 67-76 kN , as PW1424G for the Irkut MC-21 and as PW1124G for the A320 aircraft family - from 2016 as A320neo (New Engine Option ) - used.
The first digit refers to the series and the second digit to the respective customer, with 0 for Boeing , 1 for Airbus , 2 for Mitsubishi , 4 for Irkut , 5 for Bombardier and 7 and 9 for Embraer . The last two digits indicate the thrust in 1000 lbf each.
history
The development of the PW1000G goes back to the mid-1980s, when Pratt & Whitney tested the 578-DX together with Allison, which, however, was never completely developed due to technical difficulties. Geared turbofans followed again in 1992 and 2001 (the Advanced Ducted Prop and Advanced Technology Fan Integrator) with 236 kN and 256 kN thrust as engine prototypes, neither of which, however, went into series production either.
In 2005, tests began on the predecessor of the PW1000G, which was still equipped with the core engine of the Pratt & Whitney PW6000 . In 2007 the first ground tests followed and in 2008 the first flight tests on a 747SP and an A340 . What is remarkable is the use of a variable nozzle, which became visible during these tests, which relieves the fan on the runway and at low flight speeds and improves the propulsion efficiency of the engine.
A new engine core was developed for the PW1000G in cooperation with MTU Aero Engines . The detailed development phase of the series engines started in July 2009. From October 2010 the engine ran under the name PW1524G, followed in May 2011 by the PW1217G. Flight testing of the PW1524G on a Boeing 747SP began in June 2011, and the certification tests were successfully completed in January 2013. The GTF was first used in 2013 on the Airbus A220 .
In December 2010, Airbus announced that it would equip the A320neo with more modern engines. Customers are offered the PW1100G and the CFM International LEAP . The Irkut MC-21 medium- haul airliner from the Russian manufacturer Irkut, which is currently being planned, is also to be equipped with a more powerful version of the PW1000G. At the beginning of 2013, the Brazilian Embraer also decided to use the PW1000G as the engine for the next generation of its E-170/190 jets.
Due to problems with components, only 138 of the 200 planned engines could be delivered in 2016. There are also difficulties with the service life of the geared turbofans already in service. It has been shown that the combustion chamber lining does not have the expected durability under harsh conditions (heat, dust). There were also premature failures of oil and carbon seals. There is a redesign for both parts that was introduced in 2017. In January 2018, some aircraft in the A320neo Family had their engines switched off during flight and take-offs aborted. The European aviation safety agency EASA issued an urgent airworthiness directive in mid-February and a dozen or so aircraft were grounded as a result. A total of around 100 engines of the PW1127G-JM, PW1127GA-JM, PW1130G-JM, PW1133G-JM and PW1133GA-JM series were affected. 43 of them are installed on aircraft, 55 were delivered to the Airbus final assembly lines. They contain a special seal (Knife Edge Seal) on the rear hub of the high pressure compressor. Pratt & Whitney had made a technical change in mid-2017 to improve the durability of the seal for the engine.
The problems with deliveries continued in 2018, although according to the manufacturer this is a new problem with pilots increasingly reporting excessive vibrations. Despite the installation of various old and newly designed components, the problem has not yet been completely resolved, with corresponding effects on the delivery of the A320neo aircraft in particular.
By the end of January 2020, Pratt & Whitney has to replace all of the engines in the A320 Neo operated by the Indian airline Indigo .
Further development
In July 2012 Pratt & Whitney announced that they were working on a larger version of the PW1095G or PW10100G for wide-body aircraft , which was originally planned for the Boeing 777-8LX . In 2013, Pratt & Whitney withdrew from the competition for orders for the new 777 engines because the development time was too short until the start of the program, but is still sticking to the development.
The engine is supposed to deliver around 445 kN of thrust (approx. 100,000 lbf), the desired gear ratio is 4: 1 and the bypass ratio is more than 15: 1.
Technical specifications
The PW1000G is a twin-shaft engine with a fan up to 2.06 m in diameter and a high bypass ratio. It has a two- or three-stage low-pressure compressor that is driven by a three-stage low-pressure turbine. The eight-stage high-pressure compressor is driven by a two-stage high-pressure turbine. The transmission system weighs about 113 kg. The engine nacelle is made of composite materials and has a nozzle that can be changed in diameter during flight, which should reduce fuel consumption by up to two percent.
According to Airbus COO John Leahy, compared to CFM's LEAP-X, the PW1100G drive will achieve a 1.5 percent lower fuel consumption on the A320neo due to the larger fan diameter, also taking into account the higher nacelle drag.
| Parameter | PW1100G | PW1200G | PW1400G | PW1500G | PW1700G | PW1900G |
|---|---|---|---|---|---|---|
| Aircraft manufacturer | airbus | Mitsubishi | Irkut | Airbus / Bombardier | Embraer | Embraer |
| Airplane type | A319 / A320 / A321 Neo | MRJ70 / MRJ90 | MC-21 | A220-100 / -300 (ex CS100 / CS300) |
E175-E2 | E-190 E2 |
| Type of compressor | Axial fan | |||||
| Type of turbine | Axially | |||||
| Type of combustion chamber | Annular combustion chamber | |||||
| Number of fan levels | 1 | |||||
| Fan stage diameter | 2057 mm | 1422 mm | 2057 mm | 1854 mm | 1422 mm | 1854 mm |
| Number of low pressure compressor stages | 3 | 2 | 3 | 3 | 2 | 3 |
| Number of high pressure compressor stages | 8th | |||||
| Number of high pressure turbine stages | 2 | |||||
| Number of low pressure turbine stages | 3 | |||||
| Number of waves | 2 | |||||
| Engine length | 3,401 mm | 3,401 mm | 3,184 mm | 3,184 mm | ||
| Engine diameter | 2,224 mm | 2,224 mm | 2,006 mm | 2,006 mm | ||
| Dry weight | 2,857.6 kg | 2,857.6 kg | 2,177 kg | 2,177 kg | ||
| thrust | 107-147 kN | 67-76 kN | 107-147 kN | 93-104 kN | 67 kN | 98 kN |
| Bypass ratio | 12: 1 | 9: 1 | 12: 1 | 12: 1 | 9: 1 | 12: 1 |
| Compression ratio | ||||||
| Air flow | ||||||
| Fuel consumption | ||||||
| Speed fan | Max. 3,500 rpm | |||||
| Speed N1 | 10,000 / min | |||||
| Speed N2 | 18,000 - 20,000 rpm | |||||
The PW1000G variant for the Russian MC-21 is expected to deliver around 133 kN of thrust.
Web links
- PurePower PW1000G Engine on the Pratt & Whitney website (English)
- purepowerengine.com , PW1000G product website (English)
- wwwapps.tc.gc.ca Engine Type Certificate PW1500G (English), accessed January 12, 2015
Individual evidence
- ↑ FlugRevue October 2010, p. 102, start free for the PW1524G
- ^ Mavis Toh: Pratt & Whitney geared PW1524G testing underway. In: flightglobal.com. September 29, 2010, accessed February 15, 2012 .
- ↑ Tom Zaitsev: P&W poised for certification of CSeries engine. In: flightglobal.com. January 31, 2013, accessed January 3, 2015 .
- ^ Bombardier CSeries makes first flight. In: airliners.de. September 16, 2013, accessed January 3, 2015 .
- ↑ Katy Padgett, Jeff Jurgensmier: Airbus Offers A320neo with Pratt & Whitney PurePower® PW1100G Engine. (PDF, 44 KB) (No longer available online.) In: purepowerengine.com. Pratt & Whitney , December 1, 2010, formerly original ; accessed on February 15, 2012 . ( Page no longer available , search in web archives ) Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.
- ↑ Stephen Trimble: Embraer to revamp E-Jet with geared turbofans, new wings, fly-by-wire. In: flightglobal.com. January 8, 2013, accessed January 3, 2015 .
- ↑ FLUG REVUE: Pratt & Whitney delivers too few geared turbofans | FLIGHT REVUE , accessed March 5, 2018
- ↑ FLUG REVUE: New trouble with PW1100G-JM engines in the Airbus A320neo | FLIGHT REVUE , accessed March 5, 2018
- ↑ cs: Airbus' new problem with the Neo engines. In: airliners.de. September 4, 2018, accessed September 4, 2018 .
- ↑ India orders IndiGo to replace all Pratt engines on Airbus A320neo planes . In: Reuters . November 1, 2019 ( reuters.com [accessed November 3, 2019]).
- ↑ Stephen Trimble: P&W still working on widebody geared turbofan despite 777X pass. March 13, 2013, accessed January 3, 2015 .
- ↑ FlugRevue April 2009, pp. 82–85, Breakthrough for Geared Turbofan?
- ↑ FlugRevue September 2011, p. 79, engine nacelle with variable nozzle
- ↑ Forecast International: Airbus Says Pratt GTF Offers Superior Fuel Burn On A320neo. In: aeroturbopower blog. February 9, 2012, accessed February 15, 2012 .
- ↑ MS-21 is powered by PW1000G. In: fliegerweb.com. December 12, 2009, accessed February 15, 2012 .
